Since its introduction in 2002 to fill the category Suzuki termed as “Sport Enduro Touring,” the V-Strom DL1000 earned somewhat of a cult following.

I’m part of this; my 2002 DL1000 has over 70,000 miles, is beaten daily, and never had any mechanical problems. Besides eating Continetnal TKCs and rear rims (please someone offer spoked wheels!), my V-Strom has presented no issues.

This cult following turned the V-Strom, including the younger brother introduced in 2003, the V-Strom 650, into one of Suzuki’s most important models. Since 2002, 194,800 Suzuki V-Stroms have been sold (148,500 of the 650; 46,300 of the 1000).

Besides some minor updates in 2007, the Suzuki V-Strom DL1000 remained relatively unchanged. The bike was dropped from the US Market in 2009, though it returned in 2012 with no revisions, Suzuki dropping the DL1000 from its name. Suzuki again offered the V-Strom 1000 for 2013, but again as a carryover.

This all changes for the 2014 V-Strom 1000, a bike that receives the first major overhaul since the models debut in 2002. It’s based on the Suzuki V-Strom Concept that was introduced at the Intermot last fall, a bike that immediately impressed both the press and V-Strom fans.

Here’s a quick look at the refinements:

Larger 1037cc engine

Traction Control (two modes, with off), a first on any Suzuki motorcycle

ABS-equipped brakes with new radial-mount Tokico monobloc calipers

Fully adjustable 43mm KYB inverted forks

Better ergonomics

6-way adjustable windscreen

Vertical headlights

Styling inspired by 1988 DR750S

Revised cluster layout

To offer increased torque at a lower rpm, and amp up the horsepower of the liquid-cooled, DOHC 90-degree V-twin, Suzuki increased the piston bore from 98mm to 100mm, which increased the displacement from 996 to 1037cc.

This helped increase horsepower to 99.2 at 8000 rpm, and torque to 76 ft. lbs. at 4000 rpm. To put this into perspective, the previous generation 996cc engine produced 95.5 horsepower at 7600 rpm, and 74.5 ft. lbs. of torque at 6400 rpm. The redesign brought more torque at lower rpm, which was a constant complaint of the former V-Strom 1000.

To improve heat transfer and reduce friction, the cylinders were plated with Suzuki Composite Eletrochemical Material (SCEM). And to improve combustion efficiency, the cylinder heads now carry two spark plugs per cylinder, Suzuki using more advanced Iridium spark plugs.

The fuel injection system utilizes the Suzuki Dual Throttle Valve system, and now features new 10-hole injectors for better fuel atomization and improved fuel economy. Suzuki says fuel consumption is 16-percent better than the previous model, which should be somewhere around 48 mpg.

Also, the engine’s flywheel magneto’s inertia was increased by 15 percent, providing better controllability at lower revs, and the ECM grew from 16 bits to 32.

For 2014, Suzuki eliminated the oil cooler for lower weight. The Japanese manufacturer was able to do this due to a newly designed and bigger radiator that provides sufficient cooling.

The new V-Strom 1000 also received Suzuki Clutch Assist System, which works like a slipper clutch and provides a lighter pull on the lever. Suzuki reports the pulling effort is 13 percent lower than the previous generation V-Stroms. The six-speed transmission was also redesigned for smoother shifting.

As air gets pulled into the redesigned and larger air-cleaner box, it exits through a completely redesigned exhaust system. Gone are the twin mufflers, which are replaced by a single, right-side muffler that provides a lower center of gravity. The exhaust also features Suzuki Exhaust Tuning (SET), which features an ECM-controlled butterfly to optimize exhaust pressure.

This system alone saves about 10.3 lbs. All together, Suzuki reports the V-Strom 1000 is 18 lbs. lighter than the previous model, the 2014 model weighing 503 lbs.

The 2014 V-Strom is the first Suzuki motorcycle to arrive with Traction Control. The system utilizes three modes (1,2 and off), and confirms conditions every four milliseconds. Mode 1 allows for minimal rear-wheel spin for semi-slick conditions, and Mode 2 provides maximum control of rear-wheel spin. This modes are changeable on the fly, though the throttle has to be completely closed.

It wasn’t only the engine that was redesigned; Suzuki also completely overhauled the 2014 V-Strom 1000’s chassis. The main aluminum twin-spar frame and subframe were designed for optimal rigidity balance, and it is 13-percent lighter than the previous model.

To add stability, the 2014 V-Strom 1000 has a longer wheelbase (61.2 inches comported to 60.4 inches on the previous generation), though the length between the front axle and the swingarm pivot is shorter.

To enhance handling, Suzuki got rid of the previous generation’s flimsy, unadjustable front suspension. In its place is a 43mm KYB inverted front fork that has fully adjustable damping and spring preload. Outback the monoshock has 20 clicks of preload adjustability. Although revamped, the suspension still provides for the same wheel travel as the previous generation – 6.3 inches.

Regarding ergonomics, the handlebar of the 2014 V-Strom 1000 is moved backward 1.34 inches, and the footrest back 0.59 of an inch for additional leg room. For passengers, the footpegs were raised 1.3 inches and moved forward 0.3 of an inch.

Suzuki also slimmed down the area around the knees, but unfortunately this called for a reduction in gas capacity from 5.8 to 5.2 gallons. The seat is reported to be lower, with an even lower seat offered as an option, but Suzuki has not reported the height.

Stopping the 2014 Suzuki V-Strom 1000 are dual 310mm discs up front squeezed by Tokico monoblock four-piston calipers. Out back, a single 260mm disc is squeezed by a Nissin caliper. This system is much stronger than the previous generation’s brakes.

New for 2014 is the use of Bosch ABS, which monitors wheel speeds 50 times per wheel rotation. Unfortunately for the off-road riders, the ABS does not feature an off mode, though Suzuki expects this to be offered soon.

The new V-Strom 1000 rolls on redesigned 10-spoke, cast-aluminum Enkei wheels wrapped in Bridgestone rubber. The front and rear axle diameters were also increased for greater stability (20mm to 25mm up front; 20mm to 28mm out back).

The gauge cluster has also been overhauled for 2014, the new layout featuring many useful items, including gear indicator, average fuel consumption, instant fuel consumption, ambient temperature gauge, freeze indicator, riding range and brightness adjustability. Below the gauge cluster is also a handy 12V DC outlet.

The windscreen is also new to the 2014 V-Strom 1000. It features six positions of adjustability, including three angles (without tools) and three heights (normal, half-inch higher, 1.1 inches higher; tools needed).

And this brings us down to styling. Many will see the front beak and think Suzuki copied off its competitors such as the KTM 990/1190 or BMW R1200GS. But actually the beak, along with body styling, arrived from Suzuki’s 1988 DR750S, Suzuki’s first adventure-touring motorcycle.

The headlight is also a stacked design similar to the one used on the GSX-R and Hayabusa sportbikes. The high beam is 18-percent brighter than the previous model. Out back, the rear riding/brake light features LEDs.

Suzuki also has a host of accessories for the 2014 V-Strom 1000, including a three-piece luggage system with 55 liters of side-bag space and 35 liters of top-case space that are removable and lockable using the ignition key.

Other accessories include an heated grips, hand guards, aluminum skid plate and fog lamps. And like it did in 2013, Suzuki is offering an “Adventure” model that arrives with many of these accessories. The 2014 Suzuki V-Strom 1000 Adventure is only available in Glass Sparkle Black, though dealers can personalize any of the other colors with the same accessories.

The 2014 Suzuki V-Strom 1000 is available in Candy Daring Red, Glass Glacier Whte, Glass Sparkle Black, and Glass Desert Khaki. The bike will hit showrooms in late March or early April. The 2014 V-Strom 1000 is offered at a pocket-book friendly price of $12,699 for the base model, and $13,999 for the Adventure model.

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